Dumping-wagon.



No. 831,986. PAT-ENTED SEPT. 25,1906.

P.v PINTO. DUMPING WAGON. IIIIIIIIIIIIIIIII 015.1905.

v I. llllllllllIlllllllmlllllllllllllllIllHIEillllli 'llly I I I I II!E! 4 Ell I Immune imm'mmiiliiljliliil@immuIma|uimamn WITNESSES Il/VVEJVTOH m fl PET ER PINTO v ATTORNEYS No. 831,986. PATENTED SEPT. 25,1906.

P. PINTO. DUMPING WAGON.

APPLICATION FILED 0OT.5.1906.

WITNESSES:

4 SHEETS-SHEET 2.

PATENTBD SEPT; 25, 1906.

P. PINTO.

DUMPING WAGON. APPLICATION FILED 0016,1905.

4 SHEETS-SHEET 3.

No. 831.986. PATENTED SEPT. 25, 1906.

Y I P. PINTO.

DUMPING WAGON. APPLIUATION FILED OOT..1905.

4 SHEETS-SHEET 4.

WTNESS-ES PET ER PINTO ATTORNEYS UNITED STATES PATENT OFFICE.

DUMPlNG-WAGON.

Specification of Letters Patent.

Patented Sept. 25, 1906.

Application filed October 5, 1905. Serial No. 281.562.

To all whom it may concern.-

Be it known that 1, PETER PINTO, a citizen of the United States,residing at New York, in the county of New York and State of New York,have made certain Improvements in Dumping-VVagons, of which thefollowing is a specification.

My invention is an improvement in the class of wagons for trucking orheavy carting in which the box or wagon-body is adapted to be turned ortilted for dumping the load.

My invention is embodied in the construction, combination, andarrangement of parts hereinafter described, and illustrated in theaccompanying drawings, in which Figure l is a side view of my improveddumping-wagon. Fig. 2 is a plan view, the box or body being removed.Fig. 3 is a side view showing the wagon box or body tilted to the rearas required for dumping the load. Fig. 4 is an elevation showing thewagon-b0x tilted to the side for dumping. Fig. 5 is a plan view of therear portion of the frame or support upon which the wagon-body issecured. Fig. 6 is a longitudinal section of the same. Fig. 6 is atransverse vertical sec tion thereof, and Fig. 6 is a cross-section of aportion of the rear frame. Fig. 7 is a plan view including the rearaxle, the rear circular bearing, and the fifth-wheel. Fig. 7 a is alongitudinal section of the parts shown in Fig. 7, and Fig. 7 b is arear end view of the rear portion of the running-gear minus the wheels.Fig. 8 is a plan view of the front running-gear including thefifth-wheel, and Fig. 8 includes rear and side views of the gear shownin Fig. 8. Figs. 9, 9 and 9 are detail views of a device for turningcertain shafts as required to adjust the wagon-body for dumping itsload. Fig. 10 is a perspective View showing the spring-catch for holdingthe wagon-body in the horizontal position on the supporting-frame. Figs.11 and 1 l are perspective views illustrating a device for locking thewagon-body against sliding on its support when in use. Fig. 12 is aperspective view illustrating a longitudinal guide for the wagon-bodywhen being slid for dumping. Fig. 13 is a cross-section of the partshown in Fig. 12.

As shown in Fig. 1, a rectangular wagon box or body A is mounted onrunning-gear, including front and rear axles having broadtire wheels,the front wheels being the smaller and the front axle somewhat shorterthan the rear one. The frame which is supported upon the springs of therear axle includes a rear circle a and a fifth-wheel b, the partsconnecting them being metal bars 0 of suitable strength and rigidity,the same being bolted to the under side of the rear circle a and to theupper side of the circle or fifthwheel I). It will be understood that apivot or king-bolt is applied for connecting the fifthwheel I) with thecircle of the front truck. In practice a tongue or pole (not shown) isinserted and duly supported between the guides (Z, so that the fronttruck may be turned to any required angle. The body A is secured by aframe e to a circle a, which rests and is adapted to turn upon thecircle a. A worm-gear H is fixed upon the pintle or pivot-bolt, whichconnects the box-supporting frame 6 with the circle a, forming a part ofthe frame of the running-gear. The wormwheel H meshes with a worm H,(see Figs. 2, 7, and 7 the latter being keyed upon a horizontal shaft E,that extends transversely of the frame 6 and is supported in hangers onthe under side of the same. Its ends are squared, as shown in Fig. 2, toadapt it for application of a turning device or crank B, which is shownin detail in Figs. 9, 9 9 A rotatable socket 1 is fitted in the enlargedhead of a bar or plate 2, and it may be locked immovably by a slidingcatch 3. This catch is applied to one side of the bar or plate 2, and onthe opposite side (see Fig. 9 are applied a ratchet 4 and a spring-pawl5. The ratchet is fast on the socket 1, which, it will be understood, isadapted to receive the squared ends of the shaft E. Alaterallyprojecting handle 6 is secured to a tubular catch 7, thatslides on the shank or reduced portion of the plate 2, and a spiralspring 8 is interposed between the parts 6 7 and the head 2 of the plate2. The lower end ofthe tubular catch 7 is provided with insets ornotches, which when the handle is adjusted, as shown in Fig. 9 receivethe shoulders of the plate 2, and thus lock the parts together.

In Fig. 9 the turning device is shown elevated and the spiral spring 8compressed, this being the relation of parts when the handle is beingadjusted from one position or angle to another, and in Fig. 9 thetubular catch is shown in the position for engaging the shoulders of theplate 2. It is obvious that the handle 6 may be used on either side ofthe plate 2 and that the device B may be rotated bodily, or it may beoscillated as convenience may dictate. It is thus adapted to be used oneither side of the wagon and on either end of the shaft E. It isapparent that if the latter be rotated the body A may be turned, asrequired, for dumping on the side or at the front. In Fig. 4 it is shownin the sidedumping position. In order to place it in the proper positionfor dumping, it requires to be slid on the supporting-frame, and forthis purpose I provide the following means: The wagon-body is hinged atP to the rear end of a rack-bar K, that extends centrally andlongitudinally underneath the wagonbody and whose forward end isprovided, as shown best in Fig. 10, with a slidable springlatch L. Acatch n is secured to the under side of the wagon-body at the front endthereof and consists of a plate bent at a right angle and its pendentend notched and provided with shoulders, which adapt it to respectivelyreceive the end of the rack-bar K and engage with the shoulders of thelatch L. The latter extends rearward underneath the rack-bar K and has apendent thumb-piece Z. It is held normally restricted by a spiral springZ, which is attached to its front end and to a lug Z forming anattachment of the rack-bar K. In Fig. 10 it is shown engaged or lockedwith the catch a on the wagon-body but it is apparent that by pushingforward against the thumb-piece l the parts L and n will be disengagedand the front end of the wagon-body A will thus be left free to rise,leaving the rack-bar horizontal. Previous to this release, however, thewagon-body is moved bodily rearward or sidewise or to the front, as thecase may be, by rotating the shaft E, which is provided with a pinion J,that engages the rack-bar K. The wagon body is provided underneath oneach side with a rod M, that extends lengthwise and is fitted in agrooved guide l. (See Figs. 12 and 13.) A guideway N is also shown inplan view in Fig. 2. Before the wagon-body can be slid from its normalposition by means of the shaft E, pinion J, and rack K the latter mustbe released from alock, (see Figs. 11 and 11%) the same being formed bya lug O, which is pendent from a rod 0 and is adapted to enter a lateralnotch 7c, formed in the rack-bar K. The said rod 0 is extended acrossthe running-gear, (see Fig. 2,) and its ends are provided with rings toadapt it to be pulled or pushed longitudinally, as required, to releasethe lock. Such release is effected against the tension and opposition ofa spiralspring R, which is attached to a lug on a cross-bar andconnected w1th guide-arms which are riveted to the shaft O and embraceand slide upon the adjacent frame-bar.

From the foregoing description it is apparent that the operation ofdumping the load of the wagon-box A is accomplished as follows: Byrotating the shaft E the wagonbody may be turned to the side or front;but when it is to be dumped in the rear, as shown in Fig. 3, of coursethis shaft is not rotated. l/Vhatever be the side on which the dumpingis to be effected the wagon-body is slid on the supporting-frame, and topermit this to be done the rod O is pulled or pushed against the tensionof the spring R to release the locking-lug 0 from the notch in therack-bar K, and then the turning device B being applied to the shaft Eonone side or the other, as the case may be, the Wagon-body is movedrearward, its side rods M, Fig. 12, then sliding in the guides N,forming fixed portions of the frame, are attached to the running-gear.When the body A has been run back far enough through the medium of theshaft E and the rack and pinion, the latch L must be pushed forward inorder to release it from the catch a, (see Fig. 10,) and then thewagonbody may be easily turned upon its hinge P. When the load has beendischarged, the wagon-body is swung back to the horizontal position andthe catch it automatically reengages with the latch L, so as to hold thebody in such position, and then the shaft E being rotated the wagon-bodyis slid back to its normal position on the supporting-frame of therunning-gear.

I claim- '1. The combination with running-gear, having a frame and acircular bearing supported thereon, of a tilting wagon-body having acircular bearing adapted to rest and turn upon the first-named one, andhinged to such bearing, a Worm-wheel whose shaft is connected with thelatter bearing, and a transverse shaft having a worm which engages thesaid wheel, said shaft having its bearings in the frame of therunning-gear, substantially as described.

2. The combination with a running-gear and a frame having a circularbearing, of a wagon-body having longitudinal guides, a rack-bar to whoserear end the wagon-body is hinged, said rack-bar being held slidably buthorizontally in the frame supportedv on the bearing of the running-gear,means for locking and releasing such rack-bar, and means for sliding itlongitudinally for adjusting the wagon-body to the dumping position,substantially as described.

3. The combination with a running-gear, and a frame having a circularbearing, of a wagon-body having also a circular bearing resting andadapted to rotate upon the firstnamed one, a rack-bar arrangedlongitudinally beneath the wagon-body and hinged to the latter, the saidrack-bar being arranged to slide in guideways provided. in the frame,means for engaging the rack-bar for causing it to travel longitudinallyas required to place the wagon-body in a dumping position, and means forlocking the front end of the wagonbody with the front end of therack-bar, sub stantially as described.

4. The combination with a running-gear and a frame having a circularbearing, of a adapted to automatically engage the spring- 10 Wagon-bodyhaving a circular bearing adaptlatch substantiallyas described.

ed to rest and turn upon the first-named one, Signed at the city of NewYork, in the a rack-bar arranged longitudinally under the county of NewYork and State of New York, Wagon-body and hinged to the latter, suchthis 3d day of October, A. D. 1905.

bar being held horizontally but adapted to PETER PINTO. slide, aspring-latch aflixed to the front end of Witnesses: the rack-bar, and acatch attached to and WILLIAM SCHNAUFER,

pendent from the front end of the Wagon and STEPHEN D. LAPPIM.

